...Ansys Workbench Basics Guide Suhail Mahmud and Mohamad Wissam Ansys Workbench Basics Guide Suhail Mahmud Mostafa Mohamad Wissam Farhoud December - 2013 1 Ansys Workbench Basics Guide Suhail Mahmud and Mohamad Wissam Abstract With the emerging importance of CFD and finite element analyses, it is of great necessity that engineering students get a good base of knowledge on one of the most used software packages in the industry of simulation, ANSYS. This brief tutorial states a few simple examples of the main applications of the software package ANSYS and highlights some of the possible problems students may face during their journey in discovering this application. The flow of information is structured that the reader gets an understanding of how important ANSYS is, and how it works and what type of machines are needed for the student level research expected. Then the tutorial goes on with simple straight forward examples of structural and fluid physics simulated using the ANSYS package. Eventually, the tutorial addresses the most important problems generally faced by the students such as unsuccessful meshing, or divergent solutions. Disclaimer It is extremely important to note two points while following this tutorial: The knowledge contained in this paper is by no means, accepted as mainstream, or an industry best practice. It is merely the product of the experience of senior engineering students who explored the program and desired to share their experience...
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............................ 6 AERODYNAMIC EFFICIENCY IN GROUND EFFECT ............................... 7 EKRANOPLANS.................................................................................................. 9 CONFIGURATION LAYOUT ......................................................................... 9 POWER AUGMENTATION RAM (PAR)..................................................... 12 LONGITUDINAL STABILITY...................................................................... 14 LATERAL STABILITY ................................................................................. 15 1. INTRODUCTION Wing-in-ground effect applies to vehicles design to fly at very low altitudes to take the advantage of increased in aerodynamic lift and reduced drag which occurs when a wing is in ground effect. The phenomenon of ground effect was observed as early as the Wright Brothers’ Wright Flyer I which flew in the presence of ground effect. During World War II, war planes which are low on fuel flew in ground effect in order to fly back to base in order to make use of the increase in efficiency when operating in ground effect. Despite this phenomenon of ground effect was discovered very much earlier before the cold war, the main advances in ground effect technology took place during the 1960s...
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... like your hand did when it was facing the side, are said to have a lot of "drag," or resistance, to moving through the air. If you want your plane to fly as far as possible, you want a plane with as little drag as possible. A second force that planes need to overcome is "gravity." You need to keep your plane's weight to a minimum to help fight against gravity's pull to the ground. Thrust and Lift "Thrust" and "lift" are two other forces that help your plane make a long flight. Thrust is the forward movement of the plane. The initial thrust comes from the muscles of the "pilot" as the paper airplane is launched. After this, paper airplanes are really gliders, converting altitude to forward motion. Lift comes when the air below the airplane wing is pushing up harder than the air above it is pushing down. It is this difference in pressure that enables the plane to fly. Pressure can be reduced on a wing's surface by making the air move over it more quickly. The wings of a plane are curved so that the air moves more quickly over the top of the wing, resulting in an upward push, or lift, on the wing. The Four Forces in Balance History of the Paper Airplane There is some evidence of paper kites and gliders that originated in Ancient China and Japan. In Europe, it was only during the Renaissance period onwards that inventors attempted to create paper models of a machine that could fly. The Wright brothers were the ones who invented airplanes, and they did this by testing out...
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...How does a very low aspect ratio affect characteristics of an aircraft? HIgher aspect ratio is associated with a better lift to drag ratio and greater efficieny. Low A/R can work well with high speed aircraft because higher airspeed allows for greater lift at lower aspect ratios. Low A/R, which by definition means shorter wings with wider cord, can be built stronger due to lower bending moments and allow a greater roll rate due to lower rotational wing tip speed, lower rotational inertia and less inherent rollwise stability. Shorter wings (Lower AR) also makes the aircraft easier to fit into hangars, ramp spaces, etc. Aspect ratio (wing span / chord length) affects lift and drag. Gliders have a very high aspect ratio (high lift, low drag). The wind loading is very low (about 10 lbs / sq ft). The lighter the wing loading, the better the performance. Lift a bowling ball vs a balloon - which is easier for you. Why doesn't a 747 use a high aspect ratio wing? Because the wing loading would be tremendous unless the wing span was several hundred feet. It becomes a structural issue. So they have to compromise and use other means (flaps and slats) to reduce wing loading within the confines of the wing area. aspect ratio Aspect ratio is the wing span divided by the mean wing chord. An aircraft with a rectangular wing of area 12 m² might have a wing span of 8 m and wing chord of 1.5 m. In this case the aspect ratio is 5.33. If the span was 12 m and the chord 1 m then the aspect ratio...
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...Aviation Introduction In this research, I will be writing about general aviation, how a plane works and different factors to do with planes like the four main forces, Communication and Navigation, Take off and Landing and some others. A question that sounds easy but in theory, it’s not simple at all, “How does a plane fly?” whether it is an Airbus, a glider and any other planes, the forces that acts on a plane are exactly the same. There are four main forces to make a plane fly and they are Lift, Weight, Thrust and Drag. The Four Forces As I mention in the introduction, the four forces are Lift, Weight, Thrust and Drag and I will be describing these forces with more details in the following passage. A plane’s weight, descending towards the ground is balanced by the lift force, which ascends upwards. This is created by a flow of air over the wings. When air travels through the wing of a plane, it is bounce off downwards and all the pressure under the wing is bring in to bounce off the air that makes an opposite force, which is ‘Up’. Drag is the air resistance of all planes as they meet the airflow, and its force acts in the opposite directions. Thrust is provided by many sources of power, such as a jet engine, or by the energy descend from being carried into the air. Thrust must always balance drag for the plane to fly. (Barnard, 2007). Communication and Navigation For many training pilots, radio communication and navigation is one of the most irritating factors...
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...coil width +100 mm. 2. COIL ADJUSTING DVICE: The coil adjusting device is equipped with two parallel adjustable guide plates and 2 carrying rollers. They serve to bring the coil to the center line and for tightening the outer laps of the coil. Hydraulically operated coil ejector feeds the coil to the uncoiler supporting rolls. After centering the coil on the coil adjusting device, coil strap is cut and the head end of the coil is straightened with the help of a wooden block for easy feeding into uncoiler. 3. UNCOILER, SCALE BREAKER AND LEVELLER: This unit comprises of following equipments:- i) Supporting Rolls(2) are driven electrically. These are used to support the coil after it is ejected from coil positioner and to lift to the center-line of the uncoiler mandrel. Supporting rolls are raised and lowered hydraulically. ii) SCALE BREAKRS: In order to facilitate pickling in the pickling tanks, the cracking of scale becomes essential, upper layers of scale on hot rolled strip consist of Fe2O3 and Fe3O4 which act very slowly with sulphuric acid. After upper...
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...takeoffs and landings) No Flight Test or Written Test VFR Over-The- Top (VFR OTT) Must hold a Private Pilot Licence Training: Minimum of 15 hours dual instrument time Multi-Engine Rating Training: No minimum hours required Flight Test Required Instrument Rating Group 1: _______; Group 2 ___________ Written and flight test required Training: 40 hours instrument time required (1 dual cross country 100 nm) Minimum 50 hour cross-country PIC AIRFRAMES AND PARTS OF AN AIRPLANE Basic Definitions Airframe: Structure of an aircraft without engines, power plants or instruments Fuselage: the body of the aircraft to which other components are attached, used to accommodate crew, passengers and cargo Wing: Device employed to develop lift on an airplane Ailerons: Surfaces hinged...
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...FLIGHT VEHICLE DESIGN PROJECT 2 Professor: Dr. Steven Lu Written By: Joey Haripersaud Design Specifications for a Particular Jet Transport Payload: 304 Passengers Crew: Two pilots and three cabin attendants Range: 4200 nm following by ¾ hour loiter Altitude: 35,000 ft Cruise speed: M = 0.84 at 35,000 ft Climb: Direct climb to 35,000 ft at maximum take-off weight WTO Take-off and landing: FAR 25 fieldlength 9,800 ft at an altitude of 5,300 ft and 98°F day. Landing performance at WL = 0.8WTO Engines: Four turbofans Certification base: FAR 25 Specification Project 1 WTO= 357,100 WF used= 106,722 WOE TENT=188,008 WE TENT=185,197 WE= 185,240 Procedure Step 1: The Temperature ratio (φ) has to be found so that σ can be determined. The pressure ratio (δ) is found using the atmospheric table with an altitude of 1500 ft. T= 98 °F Stofl: 5300 ft Temperature Ratio (φ): (T + 459.7)/518.7 = 1.0752 Pressure ratio (σ)= δ/φ = .822/1.075=0.765 Step 2: From observing Table 3.1 a range of values for CLmaxTO for the take-off flaps are found to be 1.6 to 2.8. In this case the values 1.6, 2.0, 2.4, 2.8 are going to be used. Using equation 3.8: STOFL: [37.5 (W/S)TO] / [σ * (T/W)TO] which is simplified and rearranged to (T/W)TO= [ 0.014997 (W/S)TO] / CLMAXTO Step 3: This table was composed with the information given in step 2. T/W TABLE | | CLmaxTO | | At 5300 ft and 98 °F | At Sea Level | W/S | 1.6 | 2 | 2.4 | 2.8 | 1.6 | 2...
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...angles of attack on the wings. The key is aggravated (i.e. uncoordinated). Draw or show the corkscrew/helical flight path of a spin. The difference between a spin and a steep spiral: spin—airspeed low, wings stalled; spiral—airspeed increasing, not stalled. Discuss the aerodynamics of a spin. Draw a wing in straight-and-level flight and in slow flight. Use actual angles of attack. Typical light aircraft wings stall at 18-22º. How can you enter a spin? Wing exceeds critical angle of attack with yaw acting on aircraft (uncoordinated). That is, a stall when in a slipping or skidding turn. Danger of base to final turn—cross controlled stall leading to spin. The high wing has the greatest lift due to the greater airspeed, and overall less drag and lower angle of attack. The low wing has the least lift (due to lower airspeed) and greatest parasitic drag due to its higher angle of attack. Center of gravity affects the spin characteristics. An aft CG makes spin recovery more difficult. The worst case is the aircraft may enter into a flat spin if CG is too far back, making recovery impossible. Center of gravity affects the spin characteristics. An aft CG makes spin recovery more difficult. The worst case is the aircraft may enter into a flat spin if CG is too far back, making recovery impossible. Phases of a spin: • Entry—pilot provides input for the spin • Incipient—aircraft stalls, rotation starts to develop; may take 2 turns in most aircraft, usually 5-6 seconds •...
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...things are weight, velocity, lift, and drag. Weight is relevant because the weight is directly related to gravity. In order to make the plane fly better it stands to reason that it needs to be lighter so that the pull of gravity will not be as great. Velocity is the initial push the plane gets when it is released. The greater push it is given the longer it will stay in flight. Velocity is directly affected by drag, which is the friction in the air that it is flying through. The lift is what keeps the plane flying and is created when flow is present. Flow is a current of air that is either flowing with or against the airplane, and this direction affects how far the airplane will fly (www.exampleessays.com, 2012). This paper is relevant to my experiment because in order to create a proper testing area, it is important to know what effects the environment will have on the plane. In addition to that it puts the question as to would it really matter what kind of paper was used for the plane? Would that slight difference in weight of varying types of paper really make a difference in a controlled environment on how far the paper airplane would fly? My hope is to find an answer to that question with my experiment. b. Physics of Paper Airplanes (www.123helpme.com essay) This paper also covers what affects the paper airplanes flight length. In this paper, lift is the main topic discussed and goes in depth to provide information on how lift works. It also covers air...
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...happens because of four different factors. This paper explains airplane wings, lift, and stalls during flight. Since the science far experiment is what forces affect the airplane wings during a stall. Using different articles from online resources, flight, lift, and stalls were explained in numerous ways. Thrust, Drag, Weight and Lift are the four factors that allow an airplane to take flight. Dunbar (2003) explains these in depth. Thrust is a force that moves an aircraft in the direction of the motion. It is created with a propeller, jet engine, or rocket. Air is pulled in and then pushed out in an opposite direction. One example is a household fan. Drag is the force that acts opposite to the direction of motion. It tends to slow an object. Drag is caused by friction and differences in air...
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...One of the first things that is likely to be noticed during a visit to the local airport is the wide variety of airplane styles and designs. No matter what each looks like they all depend on the same four factors which are lift, weight, thrust, and drag. The direction in which the force of weight acts is constant. It always acts straight down toward the center of the earth (Four Forces on an airplane 1). Lift is the upward force produced by the effect of airflow as it passes over and under the wings. It helps maintain the airplane in flight. Weight opposes lift, it is caused by the downward pull of gravity. Thrust is the forward force which propels the airplane through the air. It varies with the amount of engine power being used. Opposing thrust is drag, which is a backward force that decreases the speed of the airplane (What is Thrust 1). Lift is the key aerodynamic force. It is the force that opposes weight. In straight and level flight when weight and lift are equivalent, an airplane is said to be in a state of equilibrium. If the other aerodynamic factors remain constant, then that airplane neither gains nor loses altitude. Movement of air on the airplane, particularly the wing, is necessary in order for the aerodynamic force of lift to become effective. During flight, however, pressures on the upper and lower surfaces of the wing are not the equal. Although several factors contribute to this difference, the shape of the wing plays an important role. The wing is...
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...chemical, electrical, thermal, radiant, nuclear and elastic energy. During the take-off of a helicopter, the energy is provided by the engines, in which chemical energy is realised from the petrol being used. This is then converted to kinetic energy (the rotation of the helicopters blades ) During flight, just as when taking off, the helicopters fuel produces chemical energy that continues to run the helicopter this is converted to kinetic energy that rotates the helicopters rotors. When landing the helicopter still produces both chemical and kinetic energy, although now it also possess potential gravitational energy. As the helicopters rotors slow, gravity pulls the helicopter down towards the ground. Lift, weight, drag and thrust. Vital forces a helicopter requires to fly. Lift is the force that enables/holds the helicopter in the air. Weight, is the force caused by gravity that is pulling the helicopter to the ground. Drag, is the force that acts opposite to the direction of motion. And thrust, the forced used to move the aircraft. Doing this student science experiment is an important thing to do and to do because Aim To test the difference in landing times when the shape of the blade differs. Hypothesis If the blade is skinner( the triangular blades) the faster it will fall. Risk assessment Hazard Risk Safety measures Rotocopter Injury to head/face. Watch for falling rotocopters Scissors Possible cuts to skin Use materials sensibly. Staircase Falling hazard...
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...Hyperloop Alpha Intro The first several pages will attempt to describe the design in everyday language, keeping numbers to a minimum and avoiding formulas and jargon. I apologize in advance for my loose use of language and imperfect analogies. The second section is for those with a technical background. There are no doubt errors of various kinds and superior optimizations for elements of the system. Feedback would be most welcome – please send to hyperloop@spacex.com or hyperloop@teslamotors.com. I would like to thank my excellent compadres at both companies for their help in putting this together. Background When the California “high speed” rail was approved, I was quite disappointed, as I know many others were too. How could it be that the home of Silicon Valley and JPL – doing incredible things like indexing all the world’s knowledge and putting rovers on Mars – would build a bullet train that is both one of the most expensive per mile and one of the slowest in the world? Note, I am hedging my statement slightly by saying “one of”. The head of the California high speed rail project called me to complain that it wasn’t the very slowest bullet train nor the very most expensive per mile. The underlying motive for a statewide mass transit system is a good one. It would be great to have an alternative to flying or driving, but obviously only if it is actually better than flying or driving. The train in question would be both slower, more expensive to...
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... The experiments are conducted in a closed barn to avoid wind disturbances. The barn has windows on the roof and on the sides so that daylight illuminates the scene. The set up is sketched in Fig.\ref{Set_Up}, with the reference frame used hereinafter. A $15m\times3m$ white tarp sets the background. On the ground, a mesh of ($1\times1m^2$) panels is installed, covering an area of $3\times16m^2$. The blower is a Kuhn Primotor 3570 , positioned $3$ meters from the first row of panels. The camera used is a Canon $EOS1100D$, with $EFS \, 18-55mm$ objective, and it is installed on a podium at $3m$ from the ground, and $30m$ from the image plane. The field of view is about $12m$ large. \begin{figure}[h] \centering \includegraphics[width=0.5\textwidth]{Set_UP.png} \caption{Sketch of the experimental set up.}\label{Set_Up} \end{figure} Fig.\ref{CALI} shows a typical calibration image. The test section is empty and a calibrator is aligned with the axis of the nozzle at the blower outlet. The support of the calibrator indicates the location of the ground line in the local $XZ$ plane, so the image is cropped to have $Z=0$ in the last pixel row. The calibrator has a pattern of circles of $22cm$ diameter, positioned in the $Z=-0.5m$ and $Z=0.5m$ plane. This has been used to compute the magnification factor and its uncertainty, estimated as twice the standard deviation of the circles diameter measurements in pixels. The result is $M=2.78\pm0.08 mm/pixel$. The mesh of panels has been...
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